Emission factors of black carbon and co-pollutants from diesel vehicles in Mexico City

Zavala, M.; Molina, Luisa T.; Yacovitch, Tara I.; Fortner, Edward C.; Roscioli, Joseph R.; Floerchinger, Cody; Herndon, S. C.; Kolb, C. E.; Knighton, W. B.; Paramo, Victor Hugo; Zirath, Sergio; Mejia, J.; Jazcilevich, Arón

doi:10.5194/acp-17-15293-2017

Cited by 31 publications

(21 citation statements)

References 32 publications

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“…7b, the relative contributions of kilometres driven by Swedish Euro 0 to Euro VI HDTs are shown. Zhang et al (2014) reported no statistically significant difference in fuel consumption among Euro II to Euro IV buses under a real-world typical bus driving cycle in Beijing. In this study, we assume the fuel consumption per kilometre and fuel density are the same across the different Euro class HDTs, and, adopting the average fuel-based EFs calculated in this study (Tables 1 and 2), the approximations of contributions of pollutants emitted from Swedish HDTs in each Euro class to the total PM, PN, BC, and NO x emissions are depicted in Fig.…”

Section: Fleet Characteristicsmentioning

confidence: 93%

A transition of atmospheric emissions of particles and gases from on-road heavy-duty trucks

Zhou

Hallquist

et al. 2020

Atmos. Chem. Phys.

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Abstract. The transition, in extent and characteristics, of atmospheric emissions caused by the modernization of the heavy-duty on-road fleet was studied utilizing roadside measurements. Emissions of particle number (PN), particle mass (PM), black carbon (BC), nitrogen oxides (NOx), carbon monoxide (CO), hydrocarbon (HC), particle size distributions, and particle volatility were measured from 556 individual heavy-duty trucks (HDTs). Substantial reductions in PM, BC, NOx, CO, and to a lesser extent PN were observed from Euro III to Euro VI HDTs by 99 %, 98 %, 93 %, and 57 % for the average emission factors of PM, BC, NOx, and CO, respectively. Despite significant total reductions in NOx emissions, the fraction of NO2 in the NOx emissions increased continuously from Euro IV to Euro VI HDTs. Larger data scattering was evident for PN emissions in comparison to solid particle number (SPN) for Euro VI HDTs, indicating a highly variable fraction of volatile particle components. Particle size distributions of Euro III to enhanced environmentally friendly vehicle (EEV) HDTs were bimodal, whereas those of Euro VI HDTs were nucleation mode dominated. High emitters disproportionately contributed to a large fraction of the total emissions with the highest-emitting 10 % of HDTs in each pollutant category being responsible for 65 % of total PM, 70 % of total PN, and 44 % of total NOx emissions. Euro VI HDTs, which accounted for 53 % of total kilometres driven by Swedish HDTs, were estimated to only contribute to 2 %, 6 %, 12 %, and 47 % of PM, BC, NOx, and PN emissions, respectively. A shift to a fleet dominated by Euro VI HDTs would promote a transition of atmospheric emissions towards low PM, BC, NOx, and CO levels. Nonetheless, reducing PN, SPN, and NO2 emissions from Euro VI HDTs is still important to improve air quality in urban environments.

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Section: Fleet Characteristicsmentioning

confidence: 93%

A transition of atmospheric emissions of particles and gases from on-road heavy-duty trucks

Zhou

Hallquist

et al. 2020

Atmos. Chem. Phys.

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“…NOx (NO + NO2) emission factors from the charcoal supply chain are highest from its use and transport (Akagi et al, 2011;Zavala et al, 2017), predominantly (90%) emitted as NO (Arashidani et al, 1996). NOx has both direct and indirect effects on health.…”

Section: The Charcoal Supply Chain In Africamentioning

confidence: 99%

“…Total NMVOCs emissions (Table 3.3) were partitioned into individual chemical components based on source profiles from Akagi et al (2011) for charcoal and production and use and from (Zavala et al, 2017) for trucks. In this research, individual NMVOC species partitioned for charcoal production and use are: ethylene, ethane, methanol, formaldehyde, acetic acid, and formic acid.…”

Section: Assessing Air Quality and Climate Impact Of The Charcoal Industry In Africamentioning

confidence: 99%

“…Values are fromAkagi et al (2011) for charcoal production and use. Transport EFs are from measurements of trucks under driving conditions in Mexico City(Zavala et al, 2017), which was assumed to be more consistent with conditions in Africa than emission factors compiled by European Monitoring and Evaluation Programme (EMEP)(EEA, 2019) or the United States Environmental Protection Agency (USEPA) (USEPA…”

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confidence: 99%

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Air Pollution and Climate Forcing of the Charcoal Industry in Africa

Bockarie

Marais

MacKenzie

2020

Environ. Sci. Technol.

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Demand for charcoal in Africa is growing rapidly, driven by urbanization and lack of access to electricity and other reliable and clean off-grid energy. Charcoal production and use, including plastic burning to initiate combustion, release large quantities of trace gases and particles that impact air quality and climate. In this work, past (2000)(2001)(2002)(2003)(2004)(2005)(2006)(2007)(2008)(2009)(2010)(2011)(2012)(2013)(2014) trends in charcoal production and use in Africa are quantified and the dominant drivers identified to forecast the future (2030) of the industry. An inventory of current (2014) and future (2030) emissions from the charcoal supply chain in Africa has also been developed and implemented in the GEOS-Chem chemical transport model to quantify the contribution of charcoal to surface concentrations of PM2.5 and ozone, and direct radiative forcing due to aerosols and ozone. Charcoal production (and use) increased from 2000 to 2014 in Africa by a factor of 2. In 2014, the charcoal industry required 140-460 Tg fuelwood, depending on efficiency of combustion, to produce charcoal and 260 tonnes plastic for charcoal use to initiate combustion. The variability in wood required is due to variability in combustion efficiency of 9-30% that depends on kiln type and technology. The plastic use is an educated guess in the absence of statistics on its use and is most prevalent in low-income homes. A rough estimate of forest loss suggests that by 2030, 4.4-15 million hectares of forest will be lost in Africa due to charcoal production. By 2030, charcoal production will almost double which will drive a similar increase in emissions from the industry. Charcoal production makes a substantial contribution to CH4 emissions in Africa. These may outcompete CH4 emissions from open fires in West Africa by 2025. As expected, inefficient combustion emissions of CH4, NMVOCs, and CO are predominantly from charcoal production, whereas BC and NOx, signatures of efficient vTABLE OF CONTENTS LIST OF FIGURES .

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“…Moreover, traditional brick production is a serious local health hazard to the residents of the poor neighborhoods that typically host brickyards, as well as to brickmakers themselves. Impacts of toxic emissions on brick producers' respiratory health and the environment have been documented in a number of studies (e.g., Zuskin et al, 1998;Co et al, 2009;Martínez-Salinas et al, 2010;Kaushik et al, 2012). Although production zones are clustered at the periphery of -or even within -urban areas, laborers and their families often lack access to adequate public services including clean water, basic sanitation facilities, health services, trans-port, and education infrastructure.…”

Section: Introductionmentioning

confidence: 99%

Black carbon, organic carbon, and co-pollutant emissions and energy efficiency from artisanal brick production in Mexico

Zavala

Molina

Maiz³

et al. 2018

Atmos. Chem. Phys.

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Abstract. In many parts of the developing world and economies in transition, small-scale traditional brick kilns are a notorious source of urban air pollution. Many are both energy inefficient and burn highly polluting fuels that emit significant levels of black carbon (BC), organic carbon (OC) and other atmospheric pollutants into local communities, resulting in severe health and environmental impacts. However, only a very limited number of studies are available on the emission characteristics of brick kilns; thus, there is a need to characterize their gaseous and particulate matter (PM) emission factors to better assess their overall contribution to emissions inventories and to quantify their ecological, human health, and climate impacts. In this study, the fuel-, energy-, and brick-based emissions factors and time-based emission ratios of BC, OC, inorganic PM components, CO, SO2, CH4, NOx, and selected volatile organic compounds (VOCs) from three artisanal brick kilns with different designs in Mexico were quantified using the tracer ratio sampling technique. Simultaneous measurements of PM components, CO, and CO2 were also obtained using a sampling probe technique. Additional measurements included the internal temperature of the brick kilns, mechanical resistance of bricks produced, and characteristics of fuels employed. Average fuel-based BC emission factors ranged from 0.15 to 0.58 g (kg fuel)−1, whereas BC∕OC mass ratios ranged from 0.9 to 5.2, depending on the kiln type. The results show that both techniques capture similar temporal profiles of the brick kiln emissions and produce comparable emission factors. A more integrated inter-comparison of the brick kilns' performances was obtained by simultaneously assessing emissions factors, energy efficiency, fuel consumption, and the quality of the bricks produced.

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Emission factors of black carbon and co-pollutants from diesel vehicles in Mexico City

Cited by 31 publications

References 32 publications

A transition of atmospheric emissions of particles and gases from on-road heavy-duty trucks

A transition of atmospheric emissions of particles and gases from on-road heavy-duty trucks

Air Pollution and Climate Forcing of the Charcoal Industry in Africa

Black carbon, organic carbon, and co-pollutant emissions and energy efficiency from artisanal brick production in Mexico

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